Vehicle with AC-to-DC inverter system for vehicle-to-grid power integration

ABSTRACT

Vehicles that are capable of connecting to the AC grid are described that comprise a prime mover and at least one motor generator. In one embodiment, a vehicle may be constructed as a plug-in hybrid system and using the powertrain under controller instruction to either place power on an AC power line (to service AC grids) or to draw power from the AC power line to add electrical energy to the batteries on the vehicle. In some aspects, vehicles may test whether the power needed to service the AC power line may be satisfied by the on-vehicle batteries or, if not, whether and how much power to extract from the prime mover. In some aspects, vehicles may have a thermal management system on board to dynamically supply desired heat dissipation for the powertrain, if the powertrain is using the prime mover to supply power to the AC grid.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a Continuation Application of—and claimsbenefit of—application Ser. No. 14/304,955, filed on Jun. 15, 2014, andapplication Ser. No. 14/887,158 filed on Oct. 19, 2015, and applicationSer. No. 15/356,612 filed on Nov. 20, 2016, all entitled “VEHICLE WITHAC-TO-DC INVERTER SYSTEM FOR VEHICLE-TO-GRID POWER INTEGRATION” whichare herein incorporated by reference in their entirety.

BACKGROUND

In the field of electric vehicles (EVs), hybrid electric vehicles (HEVs)and plug-in hybrid electric vehicles (PHEVs), there are many possiblepowertrains that may affect a wide variety of operating modes. Forexample, in the field of HEVs alone, HEV powertrains may be constructedto affect series, parallel, series-parallel modes of operation. Inaddition, certain of these modes may be constructed to operate accordingto different policies,—e.g., charge-sustaining, charge-depletion and thelike.

In some of these vehicles, it may be desired to connect the vehicle toan Alternating Current (AC) power line and to transfer power to and/orfrom the AC power line to the vehicle. This may be desired, inparticular, with vehicles owned and/or operated by the power utilitycompanies—that are tasked to go into the field to aid with repair,installation or replacement with portions of the power lines.

SUMMARY

The following presents a simplified summary of the innovation in orderto provide a basic understanding of some aspects described herein. Thissummary is not an extensive overview of the claimed subject matter. Itis intended to neither identify key or critical elements of the claimedsubject matter nor delineate the scope of the subject innovation. Itssole purpose is to present some concepts of the claimed subject matterin a simplified form as a prelude to the more detailed description thatis presented later.

Some embodiments of the present application provide for Vehicles thatare capable of connecting to the AC grid are described that comprise aprime mover and at least one motor generator. In one embodiment, avehicle may be constructed as a plug-in hybrid system and using thepowertrain under controller instruction to either place power on an ACpower line (to service AC grids) or to draw power from the AC power lineto add electrical energy to the batteries on the vehicle. In someaspects, vehicles may test whether the power needed to service the ACpower line may be satisfied by the on-vehicle batteries or, if not,whether and how much power to extract from the prime mover. In someaspects, vehicles may have a thermal management system on board todynamically supply desired heat dissipation for the powertrain, if thepowertrain is using the prime mover to supply power to the AC grid.

In one aspect, a vehicle for connecting to an Alternating Current (AC)power line is disclosed wherein the vehicle comprising: a prime mover; afirst electric motor-generator, the first electric motor-generatormechanically coupled to the prime mover via a first clutch; a secondelectric motor-generator, the second electric motor mechanically coupledto the first electric motor-generator; a battery, the batteryelectrically coupled to the first electric motor-generator and thesecond electric motor-generator, the battery capable of receiving orsupplying electrical energy to the first electric motor-generator andthe second electric motor-generator; an inverter, the inverterelectrically coupled to the first motor-generator, the secondmotor-generator and the battery, the inverter capable of connecting toan AC power line; and a controller, the controller capable of supplyingcontrol signals to the prime mover, the electric motor-generator, andthe electric motor such that the controller is capable of dynamicallyaffecting the flow of electrical power to or from the AC power line;wherein further the controller further comprises a processor and acomputer readable storage media, the computer readable storage mediacomprising instructions that, when read by the processor, causes thevehicle to perform the following: receive signals correlating to theelectrical load demand on the AC power line; if the demand may be met bythe battery, supply electrical power to the AC power line from thebattery to one of the first and the second motor-generators via theinverter; if the demand may not be met by the battery, supply electricalpower to the AC power line from the prime mover to one of the first andthe second motor-generators via the inverter; and determine optimumefficiency of the prime mover; and dynamically set operatingcharacteristics of the prime mover to substantially hold the prime moveron its Ideal Operating Line (IOL).

In one aspect, a method for connecting a vehicle to an AC power line isdisclosed, where the vehicle comprises a prime mover, at least onemotor-generator, a battery, an inverter, a controller; the controllercomprising a processor and a computer-readable storage media comprisinginstructions that, when read by the processor, causes the vehicle toperform the following steps: receiving signals correlating to the loaddemand on the AC power line; determining if the vehicle is capable ofsupplying a portion of the load demands on the AC power line; if theportion of the load demand may be supplied by the battery, supplying theportion of the load demand by the battery; determining dynamicallywhether the portion of the load demand is to be supplied by using theprime mover; determining substantially the optimum efficiency of theprime mover to supply the portion of the load demand; settingsubstantially the operating characteristics of the prime mover to supplythe portion of the load demand; and dynamically adjusting the operatingcharacteristics of the prime mover according to dynamic load conditions.

In one aspect, a controller is disclosed, the controller controlling avehicle connected to an AC power line, where the vehicle comprises aprime mover, at least one motor-generator, a battery, an inverter; thecontroller further comprising a processor and a computer-readablestorage media comprising instructions that, when read by the processor,causes the vehicle to perform the following steps: receiving signalscorrelating to the load demand on the AC power line; determining if thevehicle is capable of supplying a portion of the load demands on the ACpower line; if the portion of the load demand may be supplied by thebattery, supplying the portion of the load demand by the battery;determining dynamically whether the portion of the load demand is to besupplied by using the prime mover; determining substantially the optimumefficiency of the prime mover to supply the portion of the load demand;setting substantially the operating characteristics of the prime moverto supply the portion of the load demand; and dynamically adjusting theoperating characteristics of the prime mover according to dynamic loadconditions.

Other features and aspects of the present system are presented below inthe Detailed Description when read in connection with the drawingspresented within this application.

BRIEF DESCRIPTION OF THE DRAWINGS

Exemplary embodiments are illustrated in referenced figures of thedrawings. It is intended that the embodiments and figures disclosedherein are to be considered illustrative rather than restrictive.

FIGS. 1A and 1B show several possible embodiment of a vehicle, as madeaccording to the principles of the present application.

FIG. 2 shows one possible embodiment of a vehicle that may controlvarious aspects of heat management according to the principles of thepresent application.

FIG. 3 shows an exemplary load power demand curve over time.

FIGS. 4A and 4B depict operational scenarios and possible operationalstates/modes of the vehicle, respectively.

FIG. 5 depicts one exemplary scenario for the vehicle to attach to thegrid and monitor and/or supply power to the grid.

FIG. 6 is one embodiment of a power mode operating method and/oralgorithm.

FIG. 7 is one embodiment of a thermal management operating method and/oralgorithm.

FIG. 8 is one embodiment of a steam engine for recovering someelectrical energy from cooling.

DETAILED DESCRIPTION

As utilized herein, terms “component,” “system,” “interface,” and thelike are intended to refer to a computer-related entity, eitherhardware, software (e.g., in execution), and/or firmware. For example, acomponent can be a process running on a processor, a processor, anobject, an executable, a program, and/or a computer. By way ofillustration, both an application running on a server and the server canbe a component. One or more components can reside within a process and acomponent can be localized on one computer and/or distributed betweentwo or more computers.

The claimed subject matter is described with reference to the drawings,wherein like reference numerals are used to refer to like elementsthroughout. In the following description, for purposes of explanation,numerous specific details are set forth in order to provide a thoroughunderstanding of the subject innovation. It may be evident, however,that the claimed subject matter may be practiced without these specificdetails. In other instances, well-known structures and devices are shownin block diagram form in order to facilitate describing the subjectinnovation.

INTRODUCTION

It may be desired to have an EV, HEV and/or PHEV vehicle connect to anAC power line and transfer electric power from the vehicle to the ACpower line—as well as to transfer power from the AC power line to thevehicle. In one example, power utility companies own and operate fleetsof vehicles to dispatch to the field and repair, install and/or replaceparts of the power lines and/or grid.

In many aspects of the present application, vehicles and/or systems aredisclosed that may be able to control the power generation at a higherenergy efficiency for energy transfer from “on-board” vehicle liquid orcarbon based fuel to electric energy (e.g., possibly to a power grid)and possibly, while maintaining the State of Charge (SOC) of the mainvehicle traction energy storage battery. This higher energy efficiencymay allow the mobile power platform (e.g., the engine and/or the vehiclechassis) to transfer high power. In one aspect, this may be possible byavoiding the typical high heat rejection of a standard internalcombustion engine—e.g., usually because of the inefficient control ofengine power (e.g., throttling) or the use of a single generator.

In one aspect, a vehicle may be designed with a large enough batterypack to store enough energy to allow leveling the load from a “primemover” (e.g., an Internal Combustion (IC) engine, a fuel cell, aCompressed Natural Gas (CNG) engine or any other engine/mover that mayrely on a fuel source other than electricity, like gasoline, naturalgas, any other carbon-based fuel or any liquid fuel). It will beappreciated that any mention of one of these types of engines/moversherein also applies to other engines/movers of this description. Due tothe large traction battery of PHEV designs, it may be desirable and/orpossible to operate the engine at a much higher efficiency and thusincurring much less heat rejection by using the batteries to absorb anddeliver continuous power to the load.

FIG. 1A is one example of vehicle that may be suitable for the purposesof the present application. Vehicle 100 may comprise a controller 102having sufficient processor(s) and computer readable storage mediahaving computer readable instructions stored thereon to control thevehicle as further described herein. Vehicle 100 further comprises apowertrain—e.g., IC engine 108, clutch 110, motor-generator (MG1) 112,clutch 114, motor-generator 116 that may transfer some portion of itspower to a set of wheels 118 for motive power of the vehicle. FIG. 1B isanother example of a portion of the vehicle's powertrain that employsmultiple motor-generators—e.g. MG2 (116 a), MG3 (116 b), MG4 (116 c),etc. that may provide efficient variable electrical power as loaddemands vary on AC load 132.

As may be seen, many components may send signals to and/or receivesignals from controller 102. For example, the dotted lines indicate somelines of possible signal paths from controller 102. Other components mayalso be under control from controller 102—e.g., clutches 110, 114, and117—among other components.

Vehicle 100 may further comprise a DC Bus 124 for communication of thepowertrain with battery system 126 and auxiliary system 128 for lowpower transfer to and from the vehicle—e.g., for example, to and frompower transfer to a local grid for charging batteries 126. In addition,a higher power DC/AC, AC/DC inverter 130 may also be in communicationwith the DC Bus 124—that, in turn, may be able to connect with a highpower AC power line 132 that is external to the vehicle, as may bedesired from time to time for power utility repair vehicles or the like.

As will be discussed in greater detail herein, vehicle 100 may beemployed to supply power to the grid—which may be supplied—e.g., by thebatteries and/or by the IC engine. Heat dissipation is desirable,especially if the IC Engine is running and supplying electrical energyto the grid (and especially if the vehicle is stationary while doingso). Heat of the vehicle may be controlled and/or dissipated in at leasttwo paths: (1) heat dissipated by a radiator 106 in thermalcommunication with the IC engine and powertrain and (2) the emission ofheated exhaust products via various components (122)—e.g., catalyticconverter(s), tailpipes and the like.

To aid in the heat dissipation, vehicle 100 may further comprise one ormore fans (e.g., fans 104 and 122) to provide airflow to speed thedissipation of heat from the vehicle. Fan 104 may be provided to helpdissipate heat away from the radiator—while fan 122 may be provided todissipate heat away from the engine and/or exhaust system of thevehicle. Such fans may be rated to supply a desired air speed (e.g.,possibly 50 mph, more or less) in order to cool the vehicle as though itwere in motion at normal speed.

FIG. 2 depicts one example of a vehicle suitable to connect to the grid.Vehicle 200 may comprises controller 102, battery 126, inverter 103 (toconnect to external AC load 132). Vehicle 200 may also comprise a CanBus 204 that may monitor vehicle temperature information in the variouscomponents of the vehicles (e.g., IC engine, MG(s), coolants, exhausttemp, etc.). Controller 102 having such heat and/or temperature data maycontrol internal coolants 206. In addition, controller 102 may controlan external water and/or air heat management system 202.

In addition, vehicle 200 may be connected further to a water supply 212for additional cooling of the IC engine and vehicle. The water supply212 may be contained in an onboard storage tank and/or externallysupplied (e.g., by a fire hydrant or a garden hose, as the case may be).A port 208 may be provides for ease of attaching such an external watersupply to the vehicle. Another port (not shown) might be provided forout-flow of heated water or liquid, as desired. In addition, spraynozzles 210 may be provided at desired locations at the vehicle (e.g.,in the engine well, directed at the engine and/or its block or directedtowards the exhaust system. By applying water to heated portions of thepowertrain, it may be possible to further dissipate heat by evaporationand/or draining of heated water.

In many of the examples above, it may be desirable to have the vehicledesigned to have a thermal management system (e.g., a system with eitherone or more airflow fans and/or external coolant flow with possibleports and nozzles and/or the like) with sufficient heat dissipation inorder to keep the vehicle and/or powertrain within desired temperaturespecifications during continuous ENGINE ON operations for a sufficienttime period up to and through a point of temperature equilibrium.

Examples of Vehicle Operation

As noted, many of the vehicles described herein may be employed byutility power companies or the like that occasionally may have theopportunity to connect such a vehicle to an AC grid (e.g., either localand/or high powered grid). It may also be desired that such a vehicleexport power to the local and/or high power AC grid for a variety ofpurposes (e.g., diagnostics, power supply, etc.). FIG. 3 is a graph of atypical electrical load for an exemplary portion of the grid for whichthe vehicle may be dispatched to service. As may be seen, power varieson a 24 hour cycle as shown. From midnight to morning (e.g.,approximately 6 AM, or as a people start demanding power from the grid),the electrical load may approach a minimum load (Min). As the dayprogresses, the power demand grows, e.g., past some average power (Avg)level and increasing until some peak power (Peak) is demanded by thegrid. At some point during the evening, this peak power diminishes backtowards the Min level, as shown.

Apart from supplying a normal electrical load (as shown in FIG. 3), avehicle may be called upon to supply electrical loads that are outsideof the normal demand. Merely for exposition, FIG. 4A depicts two powerdemand scenarios that may be managed by the various vehicles describedherein. In a first case, curve 402 is depicting a lower power demandscenario where the bulk of the power demand shows a low power averageover time. Such peaks may even rise beyond a high power average attimes. In a second case, curve 404 depicts a higher power scenario wherethe average demand on the grid is closer to the high power average forthat time. It may be seen that curve 404 may occasionally peak over thehigh power average (e.g. starting in and around dotted line 406). Atthis point, there may be desired to export power from the vehicle to thegrid to meet demand spikes. When the spike in demand diminishes (e.g.,as depicted as dotted line 408), there may not be desired forextraordinary export power. In one aspect, if the power demand is high,then it may be desirable to operate the engine continuously. If thedemand is low, then the vehicle may operate on battery to supply powermuch of the time.

FIG. 4B depicts one possible operational control method that may beemployed by the vehicle—e.g., to handle the various exemplary powerdemands of the grid. During the times of substantially low and/oraverage power demand (e.g., substantially at or below threshold 410),vehicle may be able to export power primarily via its on-board batterypack. During the occasional spike in demand (e.g., between lines 406 and408), the vehicle may turn ON the IC engine to supply the peak powerdemanded for that time and/or to recharge the batteries, as desired.

During the times of higher average power demand (e.g. at or abovethreshold 410), the vehicle may be in a transitional state—e.g., inwhich the vehicle may need to rely on operating the IC engine more oftento supply peak power demands. At some threshold (e.g., 412), the powerdemanded may be so great that the vehicle may enter a mode in which theIC engine is running substantially continuously in order to meet peakand/or average power demand. Between thresholds 410 and 412, the vehiclemay transition between an “All IC Engine ON” regime and “Occasional ICEngine OFF” states.

To determine in which state the vehicle operates, vehicle may be able toreceive signal indications from the grid. In one aspect, the vehicle maybe able to employ power sensors (not shown) that sample and/or monitorthe level of power demanded on the grid and the quality of that power onthe grid. In one aspect, such information may be transmitted to thevehicle by other components connected to the grid and/or the powercompany. In either case, such information may be received, inputtedand/or employed by the controller of the vehicle to control theoperation of the vehicle.

FIG. 5 depicts a one example of a connection that that a vehicle maymake to the grid in order to diagnose and/or supply power demand. Thedotted line substantially depicts where the vehicle (in the direction of504) connects with the grid (in the direction of 502). Vehicle maycomprise many of the previous mentioned components (as well asothers)—e.g., controller 102, inverter 130, CAN bus 501 providingcommunication between the controller and inverter, a DC Bus 503supplying electrical power and communication between the inverter andbattery pack 126, MG1 112, MG2 116 and IC Engine 108.

In operation, the vehicle may connect its inverter to the grid (in thedirection of 502). The grid itself may comprise an AC power plant 508and other AC loads 510. These loads may feed into a more local grid512—where the vehicle may supply loads to the grid. In addition, thevehicle may monitor or otherwise become aware (e.g. receive signals)regarding trouble spots in the power line 505. Trouble spots on the gridmay mean that there is more opportunity to vary the operational modes ofthe vehicle—e.g., to better handle any transient issues for powersupplied to utility customers.

FIG. 6 depicts one exemplary flowchart for power mode management for themany of the vehicles mentioned herein. At 602, the vehicle/controllermay receive indication and/or signals regarding load demand on thegrid—e.g., where the vehicle has connected to the grid. Thesesignals/indications may be from on-board power sensors, sampling loaddemands—or may be supplied by the grid itself—e.g., in the form ofmetadata or the like.

These signals may dynamically change over time to indicate (or otherwisecorrelate) whether and/or how much power is needed to be supplied to theAC power line, whether and/or how much power may be drawn from the ACpower line to recharge the batteries of the vehicle, whether there is atransient power demand of the AC power line that may be supplied eitherby the batteries or the prime mover/IC engine (e.g., depending onefficiency considerations of the prime mover and/or batteries). Thus, inone aspect, the flowchart of FIG. 6 may loop back to 602 totest/sample/calculate/estimate load on a dynamic, substantiallycontinual, regular, irregular and/or periodic basis.

At 604, the vehicle may determine whether the inverter maysupport/supply the load demand, or any portion (which may be the entireload or a part thereof) of the load demand, as noted. If not, a signalmay be sent indicating “no” at 606. Otherwise, the vehicle may set thedemand on the DC Bus on board at 608.

During operation, the vehicle may determine which operational state tobe operating at 610. As mentioned in connection with FIG. 4B, there maybe an opportunity to be in Engine ON/OFF mode—or ENGINE ALWAYS ON modeand/or state or other states as desired, depending upon the satisfactionof one or more thresholds that may be dynamically set and tested.

If the operational state/mode may allow battery usage to supply powerwith its electrical energy, it may do so at 612. In addition, thevehicle may be monitoring battery operating statistics/data/parameters,e.g., State of Charge (SOC), current flow, time of use,temperature—among others. If any battery operating parameters may fallout of performance thresholds, the vehicle may change operationalstates/mode to use the IC engine at 614. This may be accomplished byhaving the processing loop back from 612 to 610 (e.g., on a dynamic,substantially continual, regular, irregular and/or periodic basis) toassess any changes in battery operating parameters.

The vehicle may operate and/or set the IC engine at 614 to provide anamount of power which may be based on the load power demanded by thegrid—as well as battery charge needs, as may be set by the operatingparameters of the vehicle.

At 616, the vehicle may determine the substantial optimum efficiency ofthe IC engine (or other prime mover). In operation, it may be desirableto substantially operate the IC engine on an Ideal Operating Line (IOL),thereby generating the demanded power at substantially the highestpossible efficiency that the particular engine can deliver. The vehiclemay substantially set the operating characteristics of the primemover/IC engine accordingly (e.g., power, speed, torque, etc.) at 618.It will be appreciated that other prime movers (e.g., CNG, fuel cells,etc.) may have their own IOL and sets of operatingcharacteristics/parameters that may be controlled for theiroptimization. In addition, the settings of the prime mover may bedynamically adjusted/calculated/estimated over time, depending on thedynamic load demands/conditions and/or other transient conditions ofpower on the AC power line.

In addition, if and/or when transient load variations on the external ACload occur, the vehicle may respond to such transients with themotor-generators (as opposed to the prime mover/IC engine) since theinstant power may be derived from the battery pack substantiallyquickly, thus making for even more efficiency and may tend to generateless waste heat. The IC engine may then be allowed to change relativelyslowly as power demand is changed, supplying only the average powerneeded. This determination may allow the vehicle to set the enginepower, speed and/or torque at 618.

At 620, the vehicle may test and/or determine with the power load demandis below any of the relevant thresholds, as previously described herein.For one example, the dynamic load demand may decrease to the point whereavailable charge in the battery is sufficient to supply the load demand.In such a case, the vehicle may change modes to supply the load demandby the battery. In this example, the vehicle may return to determinewhat the operating state the vehicle should be in (at 610). If there isno need to change modes, then the engine may continue to be run at 622.

In one aspect, one operational state/mode may be to determine if thereis dynamic load conditions exist (e.g., sufficient power and/or qualityof power) on the AC power line to recharge the battery from the AC powerline itself (e.g., instead of recharging the batteries from the primemover). This may be desirable e.g., during times when it is moreefficient to recharge the batteries than use the carbon-based fuel.

FIG. 7 is one exemplary flowchart of a thermal management systemalgorithm for the vehicle. When the vehicle is supplying power from theprime mover, the vehicle may monitor/sense/estimate and/or otherwisecalculate the operating temperature of the prime mover and/or otherportions of the exhaust system, battery pack or other parts of thevehicle that may generate heat.

At 702, the vehicle may determine with the power load demanded in abovea desired threshold. If not, then the vehicle may employ the batteriesat 704. Otherwise, the engine may be employed at 706.

The vehicle may manage the heat in the radiator and/or the exhaustsystem—either singly or in combination with each other. At 708 and 710,the vehicle may measure, sample and/or otherwise calculate the heat ofthe radiator and/or exhaust, respectively.

At 712, the vehicle may predict the temperature with a fixed and/orpresently given flow of coolant in the radiator and/or airflow over theradiator (where “flow of cooling” means flow of coolant or air, eitherseparately or together). The vehicle may determine and/or predictwhether the temperature will stabilize at 714. If so, the finaltemperature may be calculated/predicted and/or sampled at 716. Thevehicle may determine whether this final temperature is within a desiredrange at 718. If not, then the vehicle may adjust the temperature byadjusting the water/coolant flow rate (from tank and/or external source)and/or the air flow rate (via fan) at 720.

On the exhaust system side, the vehicle may predict, measure, sample,derive and/or calculate the temperature rise with the presentlyavailable coolant flow to exhaust system at 724. At 726, the vehicle maydetermine and/or predict whether the temperature will stabilize. At 728,the vehicle may measure, calculate and/or predict the finaltemperature—and determine/predict at 730 whether this is in withindesired ranges and/or parameters. If not, then the vehicle may adjustthe rate of flow of cooling (e.g., the water/coolant and/or air flow viafans). On either side, the vehicle may determine when and how muchwater/coolant to spray onto desired heated surfaces of the powertrain.

Other Aspects

In other aspects, the vehicle may use a controllable DC to AC and AC toDC bi-directional inverter to convert electricity generated by a liquidor gaseous internal combustion engine or similar prime mover and a motorgenerator system consisting of one or more generators feeding DC powerto a DC bus. The DC bus may serve to charge or discharge a large batterypack used for traction purposes of Plug-In electric vehicle as well asbeing used to feed the controllable bi-directional inverter. The vehiclemay use this system to improve the energy conversion process as well asto minimize the waste heat generated by the IC engine or prime mover.

The inverter may employ software that is controlled by a CAN bus. Thisbus may allow the Inverter to transfer power from a high voltage, highpower DC bus to a high power AC line in phase synchronous with the ACpower line's characteristics in voltage and frequency. The CAN controlbus may also allow the inverter to transfer AC power from the AC line tothe DC Bus to charge the batteries of the Plug-In hybrid ElectricVehicle or drive and power auxiliary equipment on the vehicle.

The power generation IC engine system may be operated intermittently(e.g., On or Off) if the power demand is too low, thus further loweringheat rejection and increasing efficiency and lowering noise.

The water/coolant system for the IC engine may be redesigned to allowheat rejection while generating electric power when the vehicle isstationary. This may be desirable, as there may typically be a lack ofcooling air because the vehicle is stationary. Thus, additional coolingsystem may be desired. For merely exemplary purposes, suppose 100 kW ofelectric power is demanded. Then the IC engine may have to generateabout 120 kW of shaft power and the waste heat of the radiator may beabout 120 kW and the exhaust heat may be 120 kW. In this case, it may bedesired that the radiator heat and exhaust heat be carried away byair-flow or water-flow or water evaporation, and/or any combination ofthe above.

The waste heat may be further managed by knowing, measuring, sampling,deriving, and/or anticipating the expected load requirements. Forexample, it may be known that the peak load will occur at 4 pm while theminimum load will occur at 1 am. This known information may be used toallow the heat rejection system to be adjusted prior to the impendingevent thus minimizing the temperature variation of the normal feedbackcontrol system. In this case, it is possible to use the thermo storagecapability of the cooling system to manage the temperature rise andextremes of the electrical load duty cycle. In addition, it may bepossible to use the traction battery system to help supply the loadduring the peak so that the engine system is operated at a lower power(e.g., near the average), thus aiding thermo management. The batteriesmay be recharged from the IC engine during a future time at a low powerdemand period but at a low charge rate to minimize the battery lossesand improve the battery life.

The IC engine power may be reduced to less than the instantaneouslydemanded AC power based on limits of the heat rejection system. Theadditional needed power will then be taken from the battery system. Theamount of energy managed this way may depend on knowledge of the historyof the specific electric power line load.

The battery state of charge (SOC) control system may take informationfrom the AC power line and the IC engine controller. In one case, if thebattery SOC is below the needed threshold then power from the AC linemay be available if the demand is low. This may allow less heat todesired to be removed thus saving cooling system energy.

A Prime Mover (e.g., IC engine, Compressed Natural Gas (CNG), fuel cellor the like) requiring carbon based fuel may be operated on the IdealOperating Line (IOL) as the batteries may be able to supply the loadduring the high demand periods. This may tend to reduce the heatrejection system requirements, and lead to higher efficiency of powergeneration from carbon based fuels.

The system may also employ a larger battery pack to be added to thesystem if it is desired to increase the zero emission or zero noise timeperiod of operation at any particular time. For example, maybe it isdesirable to have zero noise electrical generation between 6 pm and 10pm and this requires a specified amount of kw-hrs of energy. In thiscase, an auxiliary battery pack with such a specified amount of kw-hrsof capacity may be added to the DC bus.

Battery maintenance control may be done by using electric power from thebi-directional inverter system—as well as a separate direct batterycharger

As noted herein, the vehicle may have two or more traction electricmachines to power the vehicle and provide the electricity for this highpower inverter system, but the amount of power needed from the carbonfueled engine may depend on the efficiency of electric generation. Themotors may not be the same size. Thus, it may be desirable to select thecombination of motors that may tend to lead to higher efficiency andthus lower fuel consumption and also less heat rejection needed from theIC engine or other style of prime mover such as fuel cells or NGengines.

During refueling of the vehicle while the vehicle is supplying energy toan AC grid, the engine may be shut off to allow additional fuel to beadded safely. During this time, the AC power will be supplied by thetraction battery system.

Auxiliary Electrical Energy Generation

FIG. 8 is one example of a vehicle 800 that may generate electricalenergy from waste heat produced by the prime mover and/or the exhaustsystem of the vehicle. Vehicle 800 may comprise all or some of thecomponents mentioned in connection with other vehicles described herein.In addition, vehicle 800 may employ the water supply 212 (e.g., eitherfrom onboard tank or external supply) to cool parts of the prime moverand/or exhaust system 802. The water and/or coolant may produce steamvapor (or be induced into another phase, like a vapor) and pressurize atank and/or container 804. The pressured steam and/or coolant vapor maythen drive a steam (or coolant vapor) engine 806 (and, possiblyproducing exhaust water/coolant). This engine may in turn drive agenerator 808 that may supply electrical energy back to the vehicle/gridand/or batteries, as desired.

What has been described above includes examples of the subjectinnovation. It is, of course, not possible to describe every conceivablecombination of components or methodologies for purposes of describingthe claimed subject matter, but one of ordinary skill in the art mayrecognize that many further combinations and permutations of the subjectinnovation are possible. Accordingly, the claimed subject matter isintended to embrace all such alterations, modifications, and variationsthat fall within the spirit and scope of the appended claims.

In particular and in regard to the various functions performed by theabove described components, devices, circuits, systems and the like, theterms (including a reference to a “means”) used to describe suchcomponents are intended to correspond, unless otherwise indicated, toany component which performs the specified function of the describedcomponent (e.g., a functional equivalent), even though not structurallyequivalent to the disclosed structure, which performs the function inthe herein illustrated exemplary aspects of the claimed subject matter.In this regard, it will also be recognized that the innovation includesa system as well as a computer-readable medium havingcomputer-executable instructions for performing the acts and/or eventsof the various methods of the claimed subject matter.

In addition, while a particular feature of the subject innovation mayhave been disclosed with respect to only one of several implementations,such feature may be combined with one or more other features of theother implementations as may be desired and advantageous for any givenor particular application. Furthermore, to the extent that the terms“includes,” and “including” and variants thereof are used in either thedetailed description or the claims, these terms are intended to beinclusive in a manner similar to the term “comprising.”

The invention claimed is:
 1. A vehicle for connecting to an AlternatingCurrent (AC) power line, the vehicle comprising: a prime mover; anelectric motor-generator, the electric motor-generator mechanicallycoupled to the prime mover via a clutch; a battery, the batteryelectrically coupled to the electric motor-generator, the batteryconfigured to receive from or supply electrical energy to the electricmotor-generator; an inverter, the inverter electrically coupled to thebattery, the inverter capable of connecting to the AC power line; and acontroller, the controller configured to supply control signals to theprime mover, the electric motor-generator and the inverter such that thecontroller is configured to dynamically affect a flow of electricalpower to or from the AC power line; wherein the controller furthercomprises a processor and a non-transient computer readable storagemedium, the computer readable storage medium comprising instructionsthat, when read by the processor, causes the vehicle to: receive signalscorrelating to an electrical load demand on the AC power line andbattery State Of Charge (SOC); send signals to supply electrical powerto the battery from the AC power line or take electrical power from thebattery to the AC power line; charge the battery by the electricmotor-generator and the prime mover in response to the battery SOC beingbelow a threshold and the AC power line demanding an electrical load. 2.The vehicle of claim 1 wherein the non-transient computer readablestorage medium further comprising instructions that, when read by theprocessor, causes the vehicle to: send signals to the inverter to takeelectrical power from the AC power line to charge the battery inresponse to the AC power line not demanding the electrical load.
 3. Thevehicle of claim 2 wherein the non-transient computer readable storagemedium further comprising instructions that, when read by the processor,causes the vehicle to: send signals to the inverter to export power fromthe battery in response to the demand for electrical power on the ACpower line being below the threshold.
 4. The vehicle of claim 3 whereinthe non-transient computer readable storage medium further comprisinginstructions that, when read by the processor, causes the vehicle to:send signals to turn on the prime mover and the motor-generator tosupply peak power in response to the demand for electrical power on theAC power line being above the threshold.
 5. The vehicle of claim 4wherein the non-transient computer readable storage medium furthercomprising instructions that, when read by the processor, causes thevehicle to: send signals to turn on the prime mover and themotor-generator to recharge the battery in response to the battery SOCbeing below the threshold.
 6. The vehicle of claim 1 wherein electricalpower is supplied to the AC power line from a component selected fromthe group consisting of the battery or the motor-generator.
 7. Thevehicle of claim 6 wherein the controller sends signals to the electricmotor-generator and the prime mover to charge the battery hi response tothe battery SOC being below the threshold and the AC power linedemanding the electrical load that is not sustainable by the batteryalone.